Car-underframe.



C. A. LINDSTRUM & B. D LOCKWOOD.

CAR UNDERFRAME.

APPLICATION FILED NOV. 12. 1913.

1 ,1 59,398. Patented Nov. 9, 1915.

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Patented Nov. 9, 1915.

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' CAR UNDERFRAME.

APPLICATION FILED NOV. 12. 1913. 1,159,398.

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CHARLES A. LINDSTRGM, OF PITTSBURGH, AND BURNS D. LOCKWOOD, 0F BELLEVUE, PENNSYLVANIA, ASSIGNORS TO PRESSED STEEL CAR. COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF NEW JERSEY.

CAR-UNDERFRAME.

Application filed November 12, 1913.

To all whom it may concern:

Be it known that we, CHARLES A. LIND- sTnoM and BUnNs D. Locxwoon, citizens of the United States, residing at 138 Stratford avenue, Pittsburgh, E. E., and 141 Sprague avenue, Bellevue, respectively, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Car-Underframes, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the ac companying drawings, forming part of this specification.

The object of the present invention is the production of a railway car underframe at minimum cost and of minimum dead weight, with a maximum of strength, such object being attained by a determination of the intensity and direction of the forces produced by the superimposed load and by the bufiing and pulling shocks, and the disposition accordingly of the various members, and variation in size and capacity of the various parts, proportionately to the load to be borne and the forces to be resisted thereby.

In a railway car underframe, the center sill may be considered as a beam supported at its ends at the bolsters and loaded throughout its length, and as a result of said load, the upper portion is subjected to compressional strains and the lower portion to tensional strains. When the center sill, thus loaded, is called upon to Withstand buffing shocks, which produce compressional strains in the direction of the length of the car, these strains due to bufi ing are added to the compressional strains already produced by the load in the upper portion of the center sill. On the other hand, the lower portion of the center sill is subjected to tensional strains due to the load, and when the compressional strains due to buffing are set up, they either tend to' neutralize or do neutralize the tensional strains referred to. As a result of a consideration of these conditions, it has been found that the upper or compression portion of the sill must have a sectional area in excess ofthat required in the lower or tension portion of the sill, and in the construction which is the subject of this application for pat- Specification of Letters Patent.

Patented Nov. 9, 1915. Serial No. 800,515.

ent, the top or compression flanges of the sill have been illustrated, described and claimed as having a cross sectional area in excess of the cross sectional area in the bot tom or tensional flanges.

Another object of the invention is to reduce the number of parts used in the construction of the underframe, and with this in vlew one of the draft sills and a section of the bolster are made integral; and, with the same object in View a section of the bolster and the rearwardly extending portion thereof, which is adapted for connection to the center sill, are also made integral.

The invention is shown as embodied in an underframe for a box car, but it is not limited to this type of car, as it is obvious that it is equally applicable to the other forms of cars, such as flat cars, gondola cars, etc.

The invention is fully, clearly and accurately described in this specification and is clearly shown in the accompanying draw ings in which like reference characters refer to like parts, and in which:

Figure l is a top plan view of a portion of a car underframe constructed in accordance with the invention, the floor and superstructure being omitted. Fig. 2 is a longitudinal vertical section of the underframe taken on line 22 of Fig. 1; Fig. 8 is a horizontal sectional plan of part of the underframe, taken on line 33 of Fig. 2; Figs. 4, 5 and 6 are vertical cross sections of the underframe taken on lines 44, 55, and 66 respectively of Fig. 1. Figs. 7, 8, 9 and 10 show top plan, longitudinal vertical section, horizontal sectional plan and cross section respectively of a modification of the invention.

The description is confined to that portion of the underframe which is illustrated, but it will be understood that the opposite end is in all material respects similar to that which is shown.

Referring now in detail to the drawings, and particularly to the construction shown in Figs. 1 to 6 inclusive, 1 indicates the single center sill, which is composed of a web member 2, having tension'members 3, 3 in the form of angle bars secured to the lower portion of the web member 2, and compres: sion members 4, 4 in the form of modified angle bars having additional short vertical flanges 5 at the outer edges of the horizontal flanges, secured to the upper portion of the web member 2. The compression members l, 4: are made in the form described with the object of obtaining, in an economical manner, a cross sectional area in the combined members in excess of that obtained in the combined tension members, in which such a large area is unnecessary for the reasons already herein explained. The use of such sections as compression members also enables an increased lateral stiffness to be obtained in the center sill member, in a much more economical manner than hitherto obtained by the use of ordinary angle bars and plates riveted to the web member of the center sill. The bolster construction of the under frame is composed of four diaphragm members 6, 7, 8 and 9 with top andbottom tie plates 10 and 11 respectively, and a center brace member 12, the draft sills 13 and 14 being each integral with the diaphragm members 7 and 9 respectively. The diaphragm members 6 and 8 may be made of pressed steel having web portions 15, top flanges 16, bottom flanges 17 and end flanges 18, and are bent at their inner end portions 7 so that their webs contact with and are secured to the portions 19 of the center brace member 12, which web portions lie at an angle of about 15 relative to the longitudinal center line of the car. The inner end portions of these diaphragms are then extended in the direction of the center sill member and are secured thereto, as indicated by 20, 20, in the drawings or in any other suitable manner. The diaphragm members 7 and 9, differ from those indicated by 6 and 8, in that they are bent at substantially a right angle at 21, and the portions 22 are extended to meet the end sill 23, and form the draft sills 13 and 1 1 of the underframe. They may be made of pressed steel having web portions 24, 24, top flanges 25, bottom flanges 26, and end flanges 27. The upper and lower tie plates 10 and 11 are of the usual form, and serve as an additional means of securing together the diaphragms and center sill. The center brace 12 is of a form, having two vertical parallel faces, and two vertical faces lying at substantially right angles to each other, and adapted for the purpose of securing together the four dia phragm members, and for the reception of the usual king pin. The side sills 28, 28 are shown in the drawings as Z section bars secured to the end sill 23, diaphragm flanges 18 and 27, and cross bearers 29. The cross bearers 29 are shown as I beam sections, passing through the web 2 of the center sill, and secured thereto by suitable castings 30. The plate 31 is for the purpose of connecting the ends of the draft sills and end sill and efliciently bracing them, and the plates 32, 33 serve to tie together the draft sills and maintain them at the desired distance apart.

The modified form of construction illustrated in Figs. 7 to 10 inclusive of the drawings, differs from that ust described, in that struction may be varied without departing 7 from the principles of this invention, and we therefore do not purpose limiting the patent granted, otherwise than necessitated by the prior art.

Having thus described the invention, what we claim is 2- i II. In a car underframe, a single center sill, composed of a web member, angle bar tension members, and modified angle bar compression members having downwardly depending portions at their outer edges.

2. In a car underframe, a single center sill, composed of a web'member, angle bar tension members and modified angle bar compression members having downwardly depending portions at their outer edges, the cross sectional area of the compression members being in excess of that of the tension members.

3. The combination in a car underframe, of a bolster, and draft sills having portions bent to form parts of said bolster.

4. The combination in a car underframe, of a bolster, independent draft sillseach having a transversely extending portion forming part of said bolster, and means for tying said draft sills together at the bolster.

5. The combination in a car underframe, of a bolster and independent draft sills, having transversely extending portions forming part of said bolster.

6. The combination in a car underframe, of a combined draft sill and bolster member, a single center sill, and a member comprising a part of the bolster adapted to be secured to said combined draft sill and bolster member and to said single center'sill.

7. The combination in a car underframe, of a plurality of independent combined draft sill and bolster member of substantially channel form, the bolster portion of each member extending at an angle to said draft sill portion. I

8. The combination in a car underframe, of an independent combined draft sill and bolstermember, the bolster portion being reduced in depth at its ends.

9. The combination in a car underframe, of an independent combined draft sill and bolster member comprising a section of webbed metal having integral, top and bottom flanges, the bolster portion of said member extending at an angle to said draft sill portion.

i l 1 i 10. The combination in a car underframe, of a pair of independent combined draft sill and bolster members, a single center sill, and a second pair of bolster members secured to said center sill.

11. The combination in a car underframe, of a draft sill having a portion bent to form a transverse member of the underframe.

12. The combination in a car underframe, of a flanged draft sill having a portion bent to form a transverse member of the underframe.

13. The combination in a car underframe of a channel shaped draft sill having a portion bent to form a transverse member of the underframe.

1a. The combination in a car underframe, of a center sill, bolster members secured to said sill and combined draft sill and bolster members secured to the first mentioned bolster members.

15. The combination in a car underframe of an end sill, a side sill, and a member secured to said end sill and side sill, said member being bent to form a draft sill and a portion of a bolster.

16. The combination in a car underframe of a bolster, draft sills having integral transversely extending portions adapted to form parts of said bolster, and a center brace member secured between said sills.

17. The combination in a car underframe, of a bolster, draft sills bent to form portions of said bolsters, a center sill and means for connecting said center sill with said bolster portions.

18. The combination in a car underframe, of a bolster comprising a plurality of pairs of diaphragms, a center sill connected with one pair of said diaphragms and draft sills integral with the other pair of said di aphragms.

19. The combination in a car underframe, of a bolster comprising a plurality of pairs of diaphragms, a center sill connected with one pair of said diaphragms, draft sills integral with the other pair of said diaphragms and a cover plate connecting all of said sills and diaphragms.

20. The combination in a car underframe,

of a bolster comprising a plurality of pairs of diaphragms, a center sill terminating short of the transverse center line of said bolster, independent draft sills forming parts of said bolster, and means forming part of said bolster adapted to overlap and be secured to said center sill.

21. The combination in a car underframe, of a bolster comprising a plurality of pairs of diaphragms, a center sill connected with one pair of said diaphragms, draft sills integral with the other pair of diaphragms, and a center brace member between said diaphragms and draft sills.

22. The combination in a car underframe, of bolsters, a single center sill terminating short of the transverse center line of said bolster, said center sill comprising a web member, angle bar tension members and modified angle bar compression members and means for connecting said sill with said bolster, said means forming part of said bolster.

23. The combination in a car underframe, of a bolster, diaphragms forming said bolster, each of said diaphragms being bent to form a longitudinal member of the underframe.

24. The combination in a car underframe, of a bolster comprising a plurality of flanged diaphragms, the web and flanges of each of said diaphragms being bent for at tachment to component parts of the underframe, and a center brace member for connecting all of said diaphragms together.

25. The combination in a car underframe, of a bolster comprising a plurality of flanged diaphragms, the web and flanges of each of said diaphragms being bent for attachment to component parts of the underframe, and a center brace member and a tie plate for connecting all of said diaphragms.

In testimony whereof we aiflX our signatures in presence of two witnesses.

CHARLES A. LINDsTRoM. BURNS D. LOCKWOOD. lVitnesses:

FRANK E. MILLER, MARGARET SUMMERBELL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

